Uncoupling mechanism for cars.



No. 828,266. PATENTED AUG. 7, 1906.

A. J. BAZELEY. UNGOUPLING MECHANISM FOR CARS. APPLICATION FILED NOV. 7,1964. RENEWED FEB. 5, 1906.

- 2 SHBETSSHEET l.

INVENTOR No. 828,266. PATENTED AUG. 7, 1906.

A. J. BAZELEY.

UNCOUPLING MECHANISM FOR CARS. APPLIGATION FILED NOV. 7, 1904. RENEWED FEB. 5, 1906.

2 SHEETS-SHEET 2.

WITNESSES IHVENTOR showing a vice adapted to be operatedfrom both sides 3 5 other parts.

40 Europe,

50 operating-lever,

Wire STAT ES crime ARTHUR. JAB/IESBAZELEY, or CLEVELAND, OHIO, .issienoaro NATIONAL MA LEABLE CASTINGS COMPANY, OFULEVELAND,

OHIO, A CORPORATION.

imoouerme MECHANISM FOR ems;

5 Mechanism for Cars, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings,

' forming part of this specificatiomin which- T Figure 1 is a front elevation of uncoupling ro'fm'echanism constructed in accordancewith in'y invention.

from below.

bracket. Fig. 4 is an inverted plan"'view modified construction of the de Fig. 2 is a plan view seen of the car. Fig. 5 is a view on a larger scale, showing in side elevation the uncoupling mechanism, the fulllines showing it in the position which it occupies when the coupler 1S locked and the dotted line showing it in the position which it occupies when the coupler is unlocked; and Fig. 6 is a view which illustrates the automatic opening of the coupler-knuckle by means of my device in the 2 5 event of breaking of the draft-rigging and the I consequent pulling out of the draw-bar.

One of the purposes of my invention is to provide a coupler-opera'tim device in which the operating-rods are independent of the coupler, and no matter how much motion the coupler may have they are constantly in operative position and may be placed under the car-sill or car-body, so that they are not exposed to damage and are not in the'way of Its purpose is to permit to the coupler not only-the ordinary lateral and longitudinal movements, but also to permit a wide range of lateral movement. It is also adapted for use on cars, such as those in where the coupler projects beyond the end sill to an unusual extent and where long buffing and pulling movements are required.

My invention also enables me to operate a side o ening or bottom-opening couplerwithout t e disadvantage of slackness, which would attend the use of a chain for the purose.

My mechanism is of such nature that the being a floating lever, will always operate the lock irrespective of the lateral or longitudinal position of the coupler-head.

Specification of Letters Patent. Application filed .Tovember '7, 1904. Renewed February 5, 1906. Serial No.

Fig. 3 is' a rear viewof the.

Patented Aug. 7, 1906 299,510.

In the drawings, 2 represents the endsill of the car. 3 is the coupler-head, and 4 is a crank-shaft which operates the coupler lock. This shaft is turned by a-lever 5, whose shank 5 can slide freely back and forth in the bracket 6. The rearendof this shank, as shown in Figs. 5 and 6, is somewhat upturned or is otherwise formed with a projection, as at engage a shoulder or stop 7 on the bracket and to provide for automatic opening knuckle in case the draft rigging should break, v The front end of the lever 5 is connected with the shaft 4 by an eye8 or other suitable connection of suiiicient size or length to aiford loose motion between the connected parts, and its opening is somewhat inclined,

,so as to facilitate the initial movement of the;

shaft. The operating-rod 9 extends transversely of the car and is journaled at the end of the sill 2 in a bracket 10. Its inner end is bent into crank form, as at 11, and there is a' lip 12 on the bracket 6,-which'preventsits endwise displacement. The rod 9 has a hand lever 13 at its outer end, and the bracket 10 has a stop 14, which prevents its back mo tion. The crank 11 of the shaft 9 is beneath the lever 5, which is broadened, as shown in Fig. 2, so as, to permit a considerable lateral play without taking it out of the path of the crank 11.- jects forward of the bracket ispreferably formed at a lower level than the remainder, thus bringing it nearer the level of theaxis of the operating-rod 9 and enabling the crankarm to have a long bearing on the lever.

. If it is desired to operate the coupler-lock, the operator turns the operating-rod 9, thus lifting the lever 5 and by means thereof turning the crank-shaft 4. As the lever 5 5 and is thus adapted to of the.

The part of thelever which pro-- can slide freely back and forth in the bracket 6, it will always remain in operative position relatively to the crank arm 11, and the widening of the lever 5 will also permit some lateral motion of thecoupler, so that irrespective of the position which the coupler as- .the chains commonly used, will permit the necessary independent motion of the coupler enough to accomodate' both. of

without disturbing the capacity for direct and positive transmission of motion from the rod to the locking mechanism.

In case the draft-rig ing should break and the coupler-head SllOIfid pull out from the car it is important that the coupler should be automatically uncoupled from the adjacent car. I accomplish this by providing the lever 5 at its rear end with a projecting or upturned portion 5, adapted to engage the shoulder 7 on the bracket 6., In 'case the coupler-head should pull out for the reason above stated the longitudinal motion of the lever 5, causing the projection 5* to engage the, stop 7, will tilt the forward end of the lever 5 upwardly in the same manner in which it is moved by the operation of the crank 11, and this will automatically operate the crank-shaft 4 of the coupler-lock and will unlock the coupler.

In Fig. 4 I show a modification of my invention in Which there are two operatingrods 9 9 and the lever 5 is made broad them on its under side. The longitudinal displacement of these rods is prevented by a stop 6 on the bracket between .theirends.

Within the scope of my invention as defined in the claims the parts the device maybe modified 'by the skilled mechanic, since What I claim is 1. A coupler having a lock mechanism, an operating-lever moving with the coupler, an operating-rod whose crank engages the lever with a floating bearing and means for automatically actuating said lever; substantially as described. i

2. A coupler having a lock mechanism, an

operating-lever connected with the lock mechanism and adapted to move With the coupler, a bracket-in which it moves, an operating which when it is moved beyond a desired limit en ages the bracket and actuatesthe lever; su stantially as described.

device, and a projection on the lever crank-shaft, and a lever connected with the crank-shaft with an tially as described.

5. A coupler having a lock mechanism and crank-shaft, and a lever connected with the crankshaft with an elongated and inclined eye; substantially as described.

6. A coupler-operating lever constructed and arranged to slide lengthwise in its supporting-bracket, and means for actuating saidlever to open the coupler upon too great forward movement of said lever; substantially as described.

7. A coupler-operating lever adapted to slide lengthwise in a bracket and to be moved radially to operate the coupler-lock, and a elongated eye; substancrank-arm for moving it, said lever having a portion beyond the bracket extending at a lower level than the remainder to bring it near'the level of the journal of the crankarm; substantially as described.

8. A coupler-operating lever adapted to slide lengthwise in a bracket and to be moved radially 7 projection for operating the lever automatic allyin the event of, too great drawin forward of the coupler-head; substantially as described.

9. A sliding coupler-operating lever, connected with the coupler at one .end and having a projection at the other end for automat-ic operating of the lever; substantially as described.

In testimony whereof I have hereunto set my hand.

ARTHUR JilillllES BA'SELEY.

. Witnesses:

HENRY F. Porn, HARRY E. ORR.

to operate the coupler-lock, and a, 

